Engine cooling means and method



- July 19, 1949. E. L. CLINE 2,476,337

ENGINE COOLING MEANS AND METHOD Original Filed May 20, 1942 4 Sheets-Sheet 1 J 2| I alilte July 19, 1949. E. L. CLINE ENGINE COOLING MEANS AND METHOD Original Filed May 20, 1942 4 Sheets-Sheet 2 2/5 t Edwin J. (Zine 3- am/ V 374 v 26/ i.

E. L. CLINE 2,476,837

ENGINE COOLING MEANS AND METHOD Original Filed May 20, 1942 July 19, 1949.

4 Sheets-Sheet 3 y 1949. E. L. cum: 2,476,837

ENGINE COOLING MEANS AND METHOD Patented July 19, 1949 s PATENT OFFICE ENGINE COOLING MEANS AND ME'rnon Edwin L. Cline,

Clayton Manufacturin CaliL, a corporation of Pasadena, Calif;, assignor to g. Company, EltMonte,

California Original app cation May 20, 1942, Serial No. 443,833, non Patent No. 2,452,550, dated. November 2, 1948. Divided and this application September 24, 1947, Serial No. 775,766

L 19cm. 'nS. (or. 123-174) The present invention relates to a coolint apparatus and method and more particularly to an auxiliary cooling apparatus and'method for cooling the engine or. radiator liquid of a motor vehicle-while undergoing test, for example, upon a chassis dynamometer of thecharacter disclosed in my parent copending application Serial No. 443,833, filed May 20, 1942, now Patent No. 2,452,- 550, Novemberz, 1948, and of which the instant aplication is a division.

An important feature of the invention is the provision of a cooling system of the closed type having a small volumetric capacity wherein the liquid for cooling the engine jacket and/or radiator is withdrawn and circulated through a heat exchanger for cooling and, then returned to the engine and/or radiator at the same rate at which the liquid was withdrawn therefrom so that the supply of cooling liquid is not unduly reduced.

The auxiliary cooling system may comprise a suitable length of pipe bent into the form of a spiral coil, the pipe containing a pluralityof small tubes through which the cooling liquid is adapted to be circulated. The coiled heat ex,- changerv is adapted to be connected with an engine radiator by two sections of hose, an inlet section and a return section, each having an end thereof adapted to be inserted into the upper tank portion of the radiator.' These sections of hose have their other ends suitably connected with the heat exchanger and a circulating pump so that liquid is withdrawn from the radiator tank and circulated throughthe small tubes in the heat exchanger and then returned to said radiator tank. The circulating pump is preferably self-priming and will return all radiator liquid in the heat exchanger to the radiator through the return hose upon withdrawal of the inlet hose from said radiator.

One of the novel features of the coiled heat exchanger is that its volumetric capacity is very small and preferably does not exceed the capacity of the tank in the upper portion of the radiator of the smallest of the popular-priced cars. This makes it possible to utilize the heat exchanger to supplement the cooling efiect of the motor fan and conventional radiator, utilizing at the same time whatever liquid medium is present in the radiator and engine of the car being tested.

Thus, there is no possibility of loss, dilution or contamination of the liquid medium contained in the vehicle engine cooling system. This is important not only from the standpoint that it avoids the mess usually incident to opening the water to the radiator to keep the engine cool, as in conventional practice, but also is valuable from the standpoint that there is-no loss when highpriced antifreeze cooling mediums are used in the engine, or when the radiator liquid contains a rust inhibitor.

The coiled heat exchanger is spirally wound, assuming the general shape of a. pancake so that it is compact. enough to be conveniently mounted in an instrument stand which may be provided with an instrument panel carrying direct reading meters for the speed and horsepower, respectively, developed by the car being tested. The heat exchanger is preferably cooled by water under pressure drawn from. a service pipe and circulated through the heat exchanger. However, any conventional cooling means such as a fan, blower,

radiator drain valve and continuously adding cold etc., not shown, may obviously be used with the heat exchanger in lieu of water. Suitable hose sections and couplings are associated with the heat exchanger in the instrument stand for supplying the cooling water to said heat exchanger. This cooling water is preferably circulated in a direction opposite to the flow cooled. & Another feature of the invention is the autoof the liquid to be made control of the temperature of the engine made possible by a novel thermostat provided with a built-in permanent magnet enabling said thermostat to adhere to any part of the engine being tested, preferably the cylinder head itself, rather than the engine block. This thermostat is fully disclosed, and claimed, in Patent No. 2,417,860, which is a division of my parent ap-' .plication Serial No. 443,833, supra. The thermostat includes a Bourdon tube containing acetone or some other suitable liquid which will expand in response to temperature variations. movable end of the Bourdon tube carries an electrical contact adapted to complete a circuit through a relay to a solenoid controlled valve in a by-pass connected with the discharge line of the coiled heat exchanger. The thermostat is arranged so that as the engine heats up, the'solenoid valve will be opened, allowing a supple mental volume of cooling water .to pass through the heat exchanger. When the engine has been cooled to' the temperature desired, then the Bourdon tube contracts, breaking the circuit to the solenoid valve and effecting closing of said valve.

The principal object of the invention is to provide a cooling means and method for use with a dynamometer for testing the engines of motor vehicles wherein it is unnecessary to drain the car radiator of antifreeze solutions or rust The inhibitors with their consequent'loss, contamination or dilution. 1

Another object of the invention isv to provide anautomat'ically controlled cooling means for cooling an engine undergoing test so that engine temperatures comparable .to those experienced on the highways are reproduced for various speeds and under various conditions of load and acceleration.

Another object of the invention is to provide auxiliary engine cooling means to supplement the cooling action of a conventional radiator, including means for conveniently filling the radiator.- before starting a test in the event that the radiator water level is low. I Y 7 .A further object of the invention is to provide an auxiliary closed cooling system for use in testing engines including a heat exchanger which is normally initially empty, and whose capacity is less than that of the upper tankof the smallest radiator of the popular low-priced automobiles, whereby the liquid circulating through the eng'ine and radiator can be cooled by the heat exchanger and returned to said radiator-without removing any substantial volume of liquid from the engine cooling system whichmight otherwise cause overheating. Further features and objects of the invention will be apparent from thefollowing description taken in conjunction with the accompanyingv drawings, in which:

Fig.1 is a perspective view of a complete portable chassis dynamometer including a dynamometer unit and an instrument stand containing the auxiliary engine cooling system comprising the present invention; 7 Fig. 2 diagrammatically illustrates a vehicle positioned on the chassis dynamometer unit of Fig. 1 ready to be tested; b Fig; 3 is an enlarged view of the rear of. the instrument stand .with portions of the casingbroken away to illustrate the heat exchanger and circulating apparatus for the water of the radiator;

Fig. 4 is a sectional view through the instrument stand taken on the line 4-4 of Fig. 3;

Fig.5 is an elevational view of the upper left side of the instrument stand; p

Fig. 6 is a detailed sectional view taken on the line 6-6 of Fig. 3;

- Fig. 7 is a diagrammatic view illustrating the engine radiator, and the heat exchanger and pump for-cooling and circulating the. radiator water and also schematically showing the circuit for the pump motor and the thermostat control for the cooling motor; and I Figs. 8 and 9 are sectional views taken on the lines 8-8 and 9-9, respectively, of Fig. '7.

Figs. 1 and 2 of the drawings illustrate a portable type of chassis dynamometer with which the, auxiliary cooling means comprising the present I invention may be used. However, it will" be understood that the auxiliary cooling means disclosed herein is not limited to use with any particular type of dynamometer. 1

Briefly, the chassis dynamometer comprises frame I including longitudinally extending side members 2 and 3 spaced apart and interconnected by a plurality of transverse members, only two of which, namely 4 and 5, are shown in Fig. 1.

The dynamometer frame is disclosed in greater detail, and claimed, in my copending application I Serial No. 775,768, filed of even date herewith,

which is a continuation-impart of my parent ap plication, Serial No. 443,833, supra. A pair of I is supported in spaced relation to a floor by four rub-her padded feet 38 arranged adjacent the op-- dynamometer rolls I0 and II is mountedhorizontallywithin the frame. I 7 between adjacent transverse members, and these rolls are of a length sufflcient to be engaged byboth rear wheels of *a motor' vehicle while undergoing. test. The

roll I0 is an idler and the roll II is a drive roll serving as a means for transmitting the power from 'the rear wheelsof a motor vehicle to a power absorption brake unit (not shown) contained .within a housing 206. 1

' I A pair of ramp members 23 is provided to enablea vehicle to be backed onto-the rolls IIIand II for test purposes. The ramps are maintained Bin operative relation to the side member 3'by 15 means of-re'movable screws 26 which enable-the ramps to be readilydetached when desired. An additional pair of ramps. 23* (Fig. 2) may be secured to the side member 2 in order to enable a vehicle to' be driven forwardlyonto the rolls I0 and II. When in use, the dynamometer frame I posite ends of'the rolls I0 and II and a pair of metal stabilizing feet 39 arranged at the end of the frame remote from said rolls. The. dynamometer frame I is also provided with four'retractable and removable casters 4| adapted to elevatethe dynamometer frame I and to raise the feet 3839 1 from the floor, whereby to enable the same to be 30 easily moved from one location to another. The

details of construction of the supporting feet andv retractable. casters are fully described, and claimed, in my copending application SerialNo.

775,767, filed ofeven date herewith, and which constitutes a division of my parent application, supra." v

An instrument stand S, containing the auxiliary heat exchanger. is shown in perspective in Fig. 1 and in more or less detail in Figs. 3 to 6.

the cabinet by screws 220. The lowerportion of each of the legs-2 I1 and M8 includes a triangular section generally designated by the, numeral 22I. The sides of the triangular portion extend beyond the base of said triangular portion and are provided with casters 222 enabling the instrument stand S to be readily moved from one location to another. connected to the stand S by an inwardly extending section'223 carrying a flange 224 similar to theflange 2I9; said flange being secured to the I side walls of the stand by suitable screws 225.

g The auxiliary cooling equipment contained within the instrument stand 5 comprises a mo-.

65 tor 230 which 'is'mounted upon a horizontal platform 23I by means of bolts 232 The opposite .ends" of the platform 23I are supported by strips of'angle iron 233 suitably carried by one of the side walls 2I3 and an intermediate partition wall 2I3, respectively, the strips ofrangle iron being fastened to the platformv 23I by bolts 234. The platform 23I also carries a positive displacement pump 235.which is secured thereto by bolts 235 '(Fig. 7) and is adapted to circulate the engine cooling water through the auxiliary cooling sys- The legs 2" and M8 are further tem or heat exchanger, as will be explained more fully hereinafter. .The shaft 236 of the motor is connected to a shaft 231 of the pump by a coupling 238. The pumpshaft 231 is packed against leakage by a suitable'gland 239'. The radiator of the car undergoing test is diagrammatically in dicated at R in Fig. 7 and contains the usual tank :or spaceR' in the upper portion thereof above the core R. The inlet 249 of the pump a male coupling element 214 adapted to be con- 235 is connected by a section of hose 2 to an 10 elbow 242 (Fig. 3) secured to the intermediate vertical wall 2l3" within the cabinet 212. The

elbow 242 hasa hose section 244 connected thereto and its opposite end is adapted to be inserted through the neck of the radiator R into the space R, whereby to serve as an inlet conduit for establishing communication between said space and v the inlet 24!) of the circulating pump 235. The pump 235 also has an outlet 245 which is connected by a hose section 246 to a pipe nipples 241, which in turn ismounted on one side of a T-fitting 248. The oposite side of the T-fitting is connected to a heat exchange coil 249 which is preferably spirally wound and takes the general shape ofa pancake.- This construction retion of the engine block. -.This thermostat is fully disclosed in my Patent 2,417,860, supra, and induces the'spaceoccupied by the coil 249 to a mini- I pipe nipple 251 is threaded into the opposite side of said T-fitting. A section of hose 252 connects .the pipe nipple 251 with a pipe elbow 253 con- (see Fig. 4). The valve m is; of the angletype and is connected to oneleg of a by-pass 211 (Fig. '1), the opposite leg-of which by-pass is connected to the second leg of the three-way elbow 266. The by-pass piping 2" includes a T 212'to which is connected one end of a length of hose 213; The opposite end of the length of hose 213 carries nected to a female coupling element 265 (Fig. 1) associatedwith a suitable drain.

The valve 268 may be manually adjusted to control the rate at which coolin'g water passes through the heat exchange'coil 249. However,

the by-pass piping21 l is provided with asolenold valve 215 controlled by a thermostat T, which is adapted to be positioned'upon any. suitable porcludes a permanent magnet (not shown herein), which enables the same to adhere to any desired portion of the engine, either the'head or the block. The thermostat T automatically controls the solenoid valve 215 to open the same to permit the cooling water to discharge at a faster rate than the given adjustment of the manually operated through the hose 213.

nected with the stem opening of a T-fitting 254. D

A pipe nipple255 is mounted in one side of the T-fittlng 254 and one end of a hose 256 is secured to the pipe nipple 255 and its opposite end is adapted to be inserted through the neck of the" radiator R into the space R so as to serve as a return for the cooled liquid from the heat ex change coil 249.

The heat exchange coil 249 ismounted upon the platform 23! by a pair of brackets 251 welded to said coil and bolted at 251 to said platform. Said coil contains a plurality of small copper tubes 258 (Figs. 7 to 9). The opposite ends of these tubes are mounted in plugs 259 which are sealed at their periphery in the pipe nipples 241 and 251 so that the cooling medium withdrawn from the radiator B. through thehose section 244 section 256 can pass through the coil 249 only by way of the tubes 258, the direction of circulation being as indicated by.the arrows in- Fig. '7.

A length of hose 260 has one end thereof provided with a female coupling element 26| adapted to be connected to the male coupling element 204 of a water supply line (Fig. 1) and the opposite end of said hose is connected by a pipe nipple 262, T 263 and pipe nipple 264 to the stem of the T 250. As will be noted from Fig. 7, cooling water from the hose 268 is discharged into the T-fitting 250 so that it passes along the outside of the tubes 258 to cool the radiator liquid in said tubes,

the direction of flow of the cooling water being oposite to that of the liquid circulating in said tubes. The cooling water after passing through the heat exchange coil 249 discharges into the T- fitting 248 and enters a pipe 265, the upper end of which is mounted in the stem of said T and the lower end of which carries a three-way elbow 266. One leg ofthe elbow has apipe nipple 261 nipple being connected to a valve 268 operable by a handle 269 carried by a stem 216 which projects through the front panel 2|! of the cabinet 212 mounted therein, the opposite end of said pipe k or motor fuel.

In the event that the radiator R is not completelyfilled at the beginning of the test, the same can be filled with the present'apparatus by simply pressing a plunger 216 slidably mounted in the side wall 213 of the cabinet 2I2. The plunger 216 is arrangedto eifect opening of a valve 211 so as to by-pass water from the T-fitting 263 through a section of hose 218, a conduit 218 and T 254 into the hose. 256 from whence it is discharged into the tank R. Thus, filling of the radiator is made a very simple operation with the present construction which conveniently enables the radiator R to be filled without the use of a can or bucket, etc.

The total volumetric capacity of the three small tubes 258 is such that it is less than the volume of the tankspace R in the smallest radiator of the average automobile. This makes it possible to cool the medium in the radiator R without draining said radiator and without withdrawing so much liquid from the radiator as might produce undesirable engine heating. In\ actual to withdraw the liquid from the space R and introduce it into the small tubes 258 of the heat exchanger through the hose 246. Cooled radiator liquid is delivered to the space R from the return hose 256. After the test has been completed, it

is only necessary to remove the hose 244 from the space R and permit the pump to draw air and force said air into the tubes258 to discharge all of the liquid therefrom and cause the same to be returned to the space B. through the return hose none of the original radiator 256. In this manner, liquid is lost. y

The instrument stand S is constructed so that it aflords the added advantage of permitting the dynamometer to be used for comparative tests of the power values of different types or grades The construction issuch that a change-ever can be quickly made from one type the other' of which is screwed at 298* to the end wall 214. The tanks 285 'and 285 are held upon the strips v28'| -by metal straps 298.

Each of the tanks is provided with a filling neck 29! adapted to receive a cap 292 and is further provided with afuel gauge 293 to indicate the amount of fuel contained in said tanks. The tank 288 has an outlet pipe 294 which is connected to. a conventional three-way valve 295. .7 The stem 295 of said valve projects through the front panel 2l5 of the cabinet 2| 2 and carries a handle 29] through which the valve can be actuated from the exteriorof the cabinet. The tank .285 has an outlet pipe 298 which is also connected to the three-way valve 295. The three-way valve 295 is 1 also connected to the inlet side ofan electrically operated(electromagnetic) fuel pump 299 by a conduit 388 The outlet side of the fuel pump 299 :is connected to a conduit 38! which extends upwardly to a point adjacent the upper end of the partition 2l3 (Fig. 3) where it is connected to a flexible hose or fuel line 382.' The opposite end of the fuel line 382 is provided with a fitting 383, 5 whereby the same can be connected tothe 'carburetor or fuel line (not shown) onthe car being tested. It will be understood that when the handle 29! is in the vertical positiomthe flow of fuel from both tanks 285 and 288 to the fuel inspeedand' solenoid valve 215 controlling the rate of flow of games? I 7 contact :39.

3" which preventthe ends thereof from dropping back into the well 3I8 when the hose is retracted. j

Instead of using a single well 3I8 and weight 3l2. separate wells and individual weights may 'obviouslybe provided forthe hose lines 244, 256,

382 and the cable 3| |,if desired,

and the opposite end of .which carries a contact Y element 338. --The tube'335is filled with acetone or some other suitable liquid which will expand and contract in accordance with temperature changes. The contact 338 is adapted to engage a The wiring 'for connecting the thermostat T with the=remainder of the apparatus is conveniently contained in the cable 3| I.

It will be understood from the well kribwn pr'in ciple of operation of'the Bourdon tube that when the liquid in the'tube 335 expands, the curved portion of thetube will tend to straighten out and-in pump is cut ofi by the three-way valve295, and

A that when the handle isturned from the vertical clockwise, as viewed in Fig. 3, to asubstantially' horizontal position, fuel will be withdrawn-from.

the tank 286, and when said handle is turned counterclockwise from said vertical position, fuel will be withdrawn from the tank 285.

- The valve stem 296 carries an eccentric 384 adapted to actuate a switch mechanism 385 to start the motor of the fuel pump -299 simul-- taneously with the opening of the three-way valve 295 byturning the handle 29! in either direction. In this connection the instrument panel carries suitable translucent glass or plastic elements marked, for example, Premium and Regular,

respectively, which may be automatically illuminated, if desired, in accordance with the direction in which the handle 29'! is turned. This lighting can be conveniently controlled by the I switch mechanism 385, as will be readily understood.

.The intermediate partit on wall M3 is formed integral with parallel partition walls 388 (Fig. 6)

which terminate in flanges 381 secured to the end wall M3 by screws 388. A horizontal wall 389 (Fig. 3) is formed at the lower end of the walls M3 and 385 and forms a bottom for a.well 318 which is adapted to receive the radiatorhose lines which form loops in the well 3l8 in the manner indicated in'Fig. 3. The object of the weight 3I2 is to automatically maintain the hose lines and cable retracted into the well and out of the way when not in use. The hose lines 244 and 256 are preferably provided with suitable fittings 3 and doing so will cause the contact 338 to engage the contact 339 and thereby complete a circuit to the cooling water through the heat exchanger 249 for cooling'the radiator water, as will be explained later.

The thermostat T maybe positioned upon any some part of the engine block, fairly remote from the exhaust. manifold so that it will not'be in fiuenced by high radiation temperatures.

The circuit for controlling the operation of the' v circulation pump 235 and the solenoid valve 215 is switch c is connected in the line a and controls the supply of current to .a toggle switch d, which in turn controls the supply of current to the motor 1 series and mounted upon a switch panel e, the former switch being marked Mainf and the latter Cooler. The switch panel e is conveniently mounted upon an instrument panel e within the instrument stand 8. The switch d is directly connected by a line I with one side of the motor 238,

and a line 'g connects the other side of said motor with the main lead I). A Accordingly, the motor 238 will start the radiator water circulating pump 235 5 whenever the switch d is actuated to its on position (assuming the main switch 0 is closed).

One side of a primary coil of a transformer h is connected with the line I and the opposite side of said primary coil is connected with the line 9. The secondary coil of the transformer h is connected across a copper oxide rectifier i for supplying direct current to actuate the coil of the relay 345, inasmuch as such current is preferred to A. C. in relay operation. -A line connects the rectifieri with the contact 339 of the thermostat T and a line k connects said rectifier with a contact m of the relay coil 345. The other contact 11. of

the relay coil 345 is connected by a 1ine.0 with the other contact 338 of the thermostat T. Current for actuating the solenoid valve 215 is supplied to the relay 345 by a line p connected. at one end with the'switch d and at its opposite end to a contact 9' on said relay. A contact 0 on said relay is also connected to the line 9 by afline p. The circuit from the 'relay 345 to the solenoid valve 215 is completed by a line q connected to relay contact q at one end and with one side of the 4 solenoid valve 215 at its opposite end. A line r connects the other side or the solenoid valve 215 with the line g going to the main lead b. The relay 345 also has a contact s which is connected by a line t to one side 01' the signal lamp u. The opposite side of this signal lamp is connected by a line with the line y. The relay 345, transformer h and rectifier i are all mounted upon the instrument panel e, as indicated in Fig. 4.

Assuming thatthe Main switch 0 and the .Cooler switch d have been closed, current will be supplied to the motor 230 through the lines I and g. This starts the circulating pump 235 of the auxiliary radiator liquid cooling system. Simultaneously, current is supplied to the transformer hand rectified to D. C. in the rectifier 2' so that D. C. will be available to actuate the" relay coil 345 when the contacts 338 and 339 V of the thermostat T are engaged. When the circuit to the relay coil 345 is completed, current will be supplied to the solenoid valve 215 through the lines p and q, and the circuit from the solenoid ,valve will be completed through the lines r and g. Energization of the solenoid valve 215 opens said valve to permit an increased vol,- ume of cooling water to pass through the heat exchanger, as previously explained. Simultaneously, with the completion of the circuit to the solenoid valve 215, the circuit to the signal lamp u will be completed through the lines t and 1; so that the signal lamp will be lighted to indicate that said valve is open.

The thermostat T, in addition to controlling the temperature of the engine undergoing test, also serves as a safety means in the event that the operator neglects to turn the handle 269 to open the hand valve 268. As will be apparent from Fig.2, cooling water can be discharged from the heat exchanger 249 through the bypass 21! and conduit 213 when the solenoid valve 215 is opened, even though the valve 268 should be left unopened.

The thermostat T is calibrated so that when the liquid in the engine being tested reaches a temperature of about 175 F., the Bourdon tube 335 expands and the thermostat contacts 338 and 339 are engaged to operate the relay coil 345", as described hereinabove. When the'solenoid valve 215 is opened, the cooling water is allowed to flow from the heat exchanger 249 .at a greater rate than is. permitted by the manually operated valve,

268 alone. In this manner, the water or other medium flowing through the tubes 258 is cooled to a relatively lower temperature during its flow through the heat exchanger 249, which soon re-,

,be apparent that the present thermostat avoids the labor and waste or time incident to installing and immersion typeot thermostat, and, moreover, there is no less of liquid from the engine a's'when an immersion thermostat is installed. As a further possible means of control, a conventional thermostat may be associated with the radiator in the usual manner, although such type of thermostat is apt to be less accurate inasmuch as the temperature of the radiator liquid may vary considerably from the temperature of the liquid in the water jacket ofthe engine. The thermostat T, when not in use is adapted to be positioned out of the way upon a plate 3l5 (Fig. 5) carried by the instrument stand, the thermostat cable 3H being retracted into the well 3"], as atoredescribed.

The instrument stand 8 carries a direct reading speed meter 350 graduated to indicate miles per hour and a direct reading power meter 35| graduated to indicate horsepower. The operation of these meters is very simple and'quite. accurate, and the circuit and operating devices therefor are described in detail, and claimed, in my copending application Serial No. 7'15 765 filed of even date herewith, and which is a continuation-impart of my parent application, Serial No. 443,833, supra.

The instrument stand S also carries a bracket 228 on the wall 2I3 thereof provided with fingers 229 (Figs. land 5) adapted to support a remote control device I61 for controlling the loading and unloading of the hydraulic'brake unit (not shown) through the actuation of an "On switch I68 and an Off switch I11, all as fully disclosed, and claimed, in my parent application Serial No. 443,833, supra. As an illustration of one use of the present invention, the vehicle to be tested is driven or backed onto the'dynamome'ter rolls Ill and II so that the rear wheels W rest between said rolls. A chock Y is placed in front of each front wheel as a safety precaution to prevent the vehicle from moving forward, as shown in Fig. 2, although this is not necessary because the wheels W will remain between the rolls I9 and II regardless of the speed at which they are driven. The stand S is conveniently positioned near the engine radiator, so that its instruments can be viewed by the duces the temperature of the engine. The ther- 256 are inserted into the-tank space R through mostat T is further calibrated so that when the temperature of the engine liquid has dropped to about 165 F., the contacts 338 and 339 automatically separate due to contractive movement of the tube 335, and the current to the relay coil 345' is thus cut oil. The valve 215 then closes, as previously described, causingareduction in the amount of cooling water flowing through the heat exchanger 249 Thus, by proper and automatic control of the opening and 0105- 70 ing of the solenoid valve 215, the temperature the neck of tlfeiradiator. If the radiator tank requires filling, water can be added by depressing of the engine undergoing test can be made to closely approximate that encountered in road driving.

the plunger 216 of the valve 211 to by-pass some water into the radiator, as previously described.

It will be understood that the invention is not Afterh ili y ling Sy tem for the radiator liquid has been started, the handle 269 is operated to adjust the valve 268 to allow cooling.

water'to pass through the heat exchanger 249,?

The vehicle engine isthen started in the conventional manner and is subjected to such tests of:

rateat which it is being pumped out of said sys- .1 '6. Auxiliary cooling means for use with a radlator for cooling the liquid 01 a motor vehicle speed, load or acceleration as may be desired,

the auxiliary cooling system functioning to cool the engine to a temperature comparable to that encountered under road driving conditions. After .the tests have been completed, the inlet hose 2 is withdrawn from the radiator tank R so that withdrawal of liquid from the engine coolengine while undergoing test, comprising: a heat exchanger for cooling thecoolm liquid of an engine undergoing test; conduit means for connecting the radiator of said motor vehicle with said heatexchanger arranged to provide an uninterrupted circulating system exteriorly of said radiator and engine through which said engine ing' system ceases. However, the motor-driven pump 235 is permitted to run for an interval of time sufiicient to pump all ofthe liquid out of the heat exchanger 249 back into the radiator R} through the return hose 256. Thus, none of the radiator liquid is lostor wasted and satisfactory cooling of the engine is efiected with a minimum} of inconvenience to the user of the apparatus. The: vehicle can be readily driven oiI the rolls l0 and II by locking either, for example, by a pawl and ratchet, as disclosed in my copending application Serial No. 775,'l68, supra. It will be understood that various changes may. be made in the details of construction and arrangement of the parts shown herein without departing from the spirit oithe invention or scope of the appended claims.

I claim: i

the

' 1. A method of coolingan engine of a motor:

vehicle undergoing test, comprising the steps of:; withdrawing liquid from the vehicle'ra'diator at a. given rate, cooling said withdrawn liquid, and

returning said cooled liquid to said radiator at the same rate at which it is withdrawn.

2. The method of cooling an engine of a motor vehicle while undergoing test, comprising the steps of: continuously withdrawing engine cool-; ing liquid from the vehicle radiator at a given; rate; cooling the withdrawn liquid; and returning'the withdrawn, cooled liquid to said radiator at the same rate at which it is being withdrawn.

3. The method of cooling an engine provided; with a cooling system, while undergoing test, com-1 prising the steps of: supplementing the cooling efiect of said coolingsystemby continuously pumping liquid out of the engine cooling system at a given rate; cooling the withdrawn liquid;j and returning the withdrawn, cooled liquid to said cooling system at the same rate at which it is being withdrawn.

4. The method of cooling an engine of a motor vehicle provided with a cooling system normally, capable of-satisfactorily cooling said engine while on the highway, but incapable per se of satis factorily cooling said engine while undergoing engine while undergoing test, comprising: a heat cooling liquid is circulated, cooled and returned to said radiator; and means for continuously withdrawing said-engine cooling liquid from said radiator and circulating said liquid through said system.

'7. Auxiliary cooling means for use with a radiator for cooling the liquidor a motor vehicle engine while undergoing test, said radiator hav-- .ing a tank portion at its upper end, comprising: a heat exchanger for cooling the cooling liquid of an engine undergoing test; a pump having an inletand an outlet; means connecting the outlet of said pump 'with the inlet of said heat exchanger; a'fiexible conduit connected at one end with the inlet of said pump and adapted to have its other end inserted in thetank portion at the upper end of said radiator; and a second flexible conduit having one end connected with the outlet of said heat exchanger and adapted to have its other end inserted into said tank portion.

8. Auxiliary cooling means for use with a radiator for cooling the liquid of a motor vehicle exchanger for cooling the cooling liquid of an engine undergoing test; means including a pump and conduits arranged to provide an uninterrupted circulating system for the engine cooling liquid exteriorly of the radiator and. engine, and arranged so that the pump withdraws liquid from the radiator, causes said liquid to be circulated tests on a chassis dynamometer, comprising the steps of supplementing the cooling action of'saidj engine cooling system by continuously removing a portion ofthe engine cooling liquid from the through said heat exchanger to be cooled and then returned to said radiator; means for effecting coolingof the engine cooling liquid while it is circulating through said heat exchanger including an electromagnetic valve for controlling the rate of flow of cooling water through said heat exchanger; and means responsive to' temperature changes in the engine for controlling the operation of said electromagnetic valve.

9. Cooling means for use with chassis dynamometer apparatus fortesting an engine having a radiator associated therewith, comprising: a

heat exchanger for cooling the radiator liquid of an enginewhile undergoing test, said heat .exchanger having a small volumetric capacity compared with that of the radiator, whereby only a relatively small part of the engine cooling liquid can be withdrawnfrom the radiator at any giventime; conduit means for conducting the engine cooling liquid to andirom said heat exchanger engine cooling system; cooling the removed liquid;

and then-returning the removed, cooled liquid to arranged to provide a closed system through which said engine cooling liquid is circulated,

' cooled and returned to said radiator; anda pump connected in said conduit means for effecting withdrawal of the engine cooling liquid from said radiator and circulation thereof through said heat exchanger and return to said radiator.

10. Cooling means for use with apparatus for testing an engine, comprising: a heat exchanger for coolingthe cooling liquid of an engine undergoing test,-said heat exchanger having a small volumetric capacity compared with that of the engine cooling system, whereby only a relatively small art ofthe engine cooling liquid can be 13' withdrawn from said system at any given time;

conduit means for conducting the engine cooling culation system for said engine liquid; a supply liquid to and from said heat exchanger arranged to provide a closed system through which said enginecooling liquid is circulated, cooled and returned to said system; and-a pump connectedin said conduit means for eflfecting withdrawal of the engine cooling liquid from said system and circulation thereof through said heat exchanger and return to said system 11. Apparatus for use with a chassis dynamometer, comprising: a stand containing a cooling system including a heat exchanger and a pair oi. hose sections, one end of each of said hose sections being in communication with said heat exchanger and the opposite end of said hose sections being adapted to be inserted into the upper tank portion of the radiator of a vehicle undergoing test; and a pump in said stand operatively connected with said heat exchanger and hose sections for withdrawing the liquid from the radiator through one of said hose sections and pumping said liquid into and through said heat'exchanger and returning said liquid through the other of" said hose sections to said radiator.

12. Apparatus for use with a chassis dynamometer, comprising: a stand containing a cooling system including a heat exchanger and a. pair of hose sections, one end of each of said hose sections being in communication with said heat exchanger and'the opposite end ofsaid hose sections being adapted to be inserted into the upper tank portionof the radiator of a vehicle undergoing test; a pump in said stand operatively connected with said heat exchanger and hose sections for withdrawing the liquid from the radiator through one of said hose sections and pumping .said liquid into said heat exchanger and returning said liquid through the other of said hose sections to said radiator; a well in said stand into which said hose sections are adapted to be retracted when not in use; and means for automatically retracting said hose sections into said well.

13. Apparatus for use with an engine dyna- -mometer, comprising: a stand containing an auxiliary cooling system including a heat exchanger and a pair of hose sections, one end of each of said hdse sections being in communication with said heat exchanger and the opposite endof said hose sectionsbeing adapted to be inserted into the upper tank portion of a radiator; a pump in said stand operatively connected with said heat exchanger and hose sections for withdrawing the liquid from the radiator through one of said hose sections and pumping said liquid into said heat exchanger and returning said liquid through the other of said hose sections to said radiator; a well in said stand into which said hose sections are adapted to-be retracted; and weight means for automatically retracting said hose sections into said well.

I 14. Auxiliary cooling means adapted to be used with a radiator for cooling the liquid of a motor vehicle engin undergoing test, comprising: a heat exchanger containing a plurality of tubes of relatively small diameter through which they engine cooling liquid is adapted to be circulated, said heat exchanger having an inlet and an outlet for said engine cooling liquid; means including an inlet conduit connected with the inlet of said heat exchanger for conducting the engine cooling liquid from said radiator to said tubes return conduit means for connecting the outlet of said heat exchanger with said ra- .nected with the said radiator, whereby to provide a closed cirvalve connected therein arranged to by-pass water from said supply pipe to said return conduit, whereby the water level in said radiator can be raised at the beginning of the test, if necessary.

15. Auxiliary cooling means adapted to be used with a radiator for cooling the liquid of a motor vehicle engine while undergoing test, comprising: a heat exchanger, said heat exchanger having an inlet and an outlet for said engine cooling liquid; supply piping connected with one end of said heat exchanger for introducing cooling water thereinto: discharge piping connected with the opposite end of said heat exchanger for discharging the cooling water from said heat ex changer, said discharge piping including a manually operable valve for controlling the rate at which cooling water can flow through said heat exchanger, said discharge piping also including a by -pass having a solenoid valve arranged to be opened when the engine cooling liquid reaches a predetermined temperature, to thereby increase the volume of cooling water discharging from said heat exchanger; thermally responsive means connected with said solenoid valve for controlling said solenoid valve in accordance with.

changes in the engine cooling liquid temperature; a pump for circulating the engine cooling liquid through said heat exchanger, said pump having an inlet and an outlet; conduit means connected with said pump inlet having an end adapted to beinserted into the upper tank portion of a radiator for conducting the engine coolmg liquid from the radiator to the pump inlet;

conduit means connecting the outlet of said said heat exchanger for inpump to one end of troducing the engine cooling liquid into said heat exchanger; and conduit means connected with the opposite end of said heat exchanger for returning the engine cooling liquid to said radiator.

16. Auxiliary cooling means'adapted to be used with a radiator for cooling the liquid of a motor vehicle engine undergoing test, comprising: a heat exchanger containing a plurality of tubes for the engine liquid to be cooled, said heat exchanger having an inlet and an outlet for said engine liquid; piping connected with one end of said heat exchanger for introducing cooling water for contact with the exterior surface of said tubes; discharge piping con- -opposite end of said heat ex= changer for discharging the coolin water from said heat exchanger, said discharge piping includinga manually operable valve .for controlling therate at which cooling water can flow through said heat exchanger, said discharge piping also including a by-pass having a solenoid valve arranged to be opened when the engine cooling liquid reaches a predetermined temperature, to thereby increase the volume of cooling water discharging from said heat exchanger; thermally responsive means connected with said solenoid valve for controlling said solenoid valve in accordance with changes in the engine cooling liquid temperature; a pump for circulating the engine cooling liquid through said tubes, said pump having an inlet and an outlet; conduit i4 a diator for returning the cooled engine liquid to means connected withsaid pump inlet having an end adapted to be inserted into the upper tank .portion of a radiator for conducting the engine cooling liquid from the radiat'or'to the pump in let; conduit'means connecting the outlet of said Y 1 games? pump to one end of said heat exchanger for introducing the engine cooling liquid into said tubes; and conduit meansconnected with the opposite end of said heat exchanger for returning the engine cooling liquid to said radiator.

. l7. Auxiliary cooling means adapted to be used with a radiator for cooling the liquid of a motor vehicle engine undergoing test, comprising: a

ing' water from said pipe coil, said discharge piping including a manually operable valve .for controlling the rate at which cooling water can flow through said pipe coil, saiddischarge piping also includinga by pass having a solenoid valve arranged to be opened'when the engine cooling liquid reaches a predetermined temperature, to thereby increase the volume of cooling water discharging from said pipe coil; thermally responsive means connected with said solenoid valve for controlling said solenoid valve in accordance with changes in the engine cooling liquid temperature; a pump for circulating the engine coolingliquid through said tubes, said pump having an inlet and an outlet; conduit means connected with said pump inlet having an end adaptedto be inserted into the upper tank portion of a radiator for con ducting the engine cooling liquid from thehradiator to the pump inlet; conduit means connecting the outlet of said pumpto one end of said pipe coil for introducing the radiator liquid into said tubes; and conduit means connected with the opposite end of said pipe coil for returning the engine cooling liquid to said radiator.

18. Auxiliary cooling means adapted to be used with a radiator forcooling the liquid of a'motor vehicle engine undergoing test, comprising: a heat exchanger including a spirally 4 16 a 4 discharge piping also including a by-pass having a solenoid valve arranged to-be opened when the engine cooling liquid reaches a predetermined.

temperature, to thereby increase the volume of cooling water discharging from said pipe coil; thennally responsive means co ected with said solenoid valve for controlling sa d solenoid valve inaccordance with changes in the enginecooling liquid temperature; a pump for circulating the engine cooling liquid through said tubes. said pump having an inlet and an ,outlet; conduit means'connected with said pump inlet having an end adapted to be inserted into the upper portion of a radiator for conducting the engine cooling v "duit means connected with the opposite end of liquid from the radiator to ,thepmhp inlet ;-1conduit means connecting theoujtlet of said pump to'one end of said pipe coil'zforintroducing the engine cooling liquid into said tubes; return consaid pipe coil' for returning the engine cooling liquid to said radiator; and a conduit having a 'by-pass valve between'said return conduit'means and said inlet piping for by-passing cooling water to said return conduit means to fill thepradiator atthe beginning of the test, if necessary; a

19; Auxiliary cooling means for use with a radiator for cooling the liquid of a motor vehicle engine while undergoing test, comprising: a heat exchanger through which the engine cooling liquid is to be circulated, said heat exchanger having an inlet and an outlet for said engine cooling liquid; means including an, inlet conduit connected with the inlet of said heat exchanger for conducting the engine cooling liquid from said radiator to the inlet of said heat exchanger; return conduit-means for connecting the outlet of said heat exchanger with said radiator for returning the cooled engine liquid to said'radiator, whereby to provide a closed circulation system ior said engine cooling liquid; a supplypipe connected with said heat exchanger for introducing cooling water thereinto; a discharge pipe for draining the cooling water fromv said .heat exchanger; and means for diverting water from said supply pipe to said return conduit,

whereby the. water level in the radiator can be wound pipe coil of generally pan-cake shape; 1a

charging the cooling water from said pipe coil,

said discharge piping including a manually operable valve .for controlling the rate at which cooling water can flow through said pipe coil, said the test, if necessary.

L. CLINE.

REFERENCES CITED 7 The following references are of record in the file of this patent:

UNITED STATES PATENTS raised at the beginning of Number Name Date 1,616,966 -Good Feb. 8, 1927 1,927,317 Lloyd et a1 Sept. 19, 1933 1,998,695 White Apr. 23, 1935 2,258,089 Dunn Oct. '1, 1941 

